[Federal Register Volume 90, Number 232 (Friday, December 5, 2025)]
[Notices]
[Pages 56249-56253]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2025-22012]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
[Docket No. FHWA-2025-0367]
Notice of Intent To Prepare an Environmental Impact Statement for
a Proposed Highway Project; Milwaukee County, Wisconsin
AGENCY: Federal Highway Administration (FHWA), Department of
Transportation (USDOT).
ACTION: Notice.
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SUMMARY: FHWA, in coordination with the Wisconsin Department of
Transportation (WisDOT), is issuing this Notice of Intent (NOI) to
solicit comment and advise the public, agencies, and stakeholders that
an Environmental Impact Statement (EIS) will be prepared to study
potential improvements to Interstate 794 (I-794) in Milwaukee County,
Wisconsin. The study corridor includes approximately 1.5 miles of I-
794, including a service interchange referred to as the Lake
Interchange, and extends generally from the I-794 and I-43/I-94 system
interchange (Marquette Interchange) to the Daniel W. Hoan Bridge. The
Study is not considering changes to the main span of the Daniel W. Hoan
Bridge and will not impact the core function of the Marquette
Interchange.
DATES: Comments on this NOI and the Supporting Information Documents
must be received on or before January 5, 2026.
ADDRESSES: This NOI and the Supporting Information Documents are
available in the docket referenced above at https://www.regulations.gov/ and on the study website located at https://www.794lakeinterchange.wisconsindot.gov/. The NOI Supporting
Information Documents also will be provided in hard copy upon request.
Interested parties are invited to submit comments by any of the
following methods:
Website: For access to the documents, go to the Federal Rulemaking
Portal located at https://www.regulations.gov/ or follow the online
instructions on the Public Involvement page for submitting comments at
https://www.794lakeinterchange.wisconsindot.gov/.
Mailing address or for hand delivery or courier: Federal Highway
Administration Wisconsin Division, 525 Junction Road, Suite 8000,
Madison, WI 53717.
Email address: [email protected]
All submissions should include the agency name and the docket
number that appears in the heading of this notice. All comments
received will be posted without change to https://www.regulations.gov/,
including any personal information provided. A summary of the comments
received will be included in the Draft EIS.
FOR FURTHER INFORMATION CONTACT:
FHWA: Bethaney Bacher-Gresock, Environmental Specialist, Federal
Highway Administration--Wisconsin Division, 525 Junction Road, Suite
8000, Madison, WI 53717; email: [email protected]; 608-
662-2119.
WisDOT: David Pittman, PE, Project Manager, Wisconsin Department of
Transportation, 141 NW Barstow St, Waukesha, WI 53188,
[email protected], 262-548-5601.
Persons interested in receiving study information can join the
study contact list available from the study website located at https://www.794lakeinterchange.wisconsindot.gov/. Follow the online
instructions to join the study contact list to receive updates.
SUPPLEMENTARY INFORMATION: FHWA, as the lead Federal agency, and WisDOT
as joint lead agency, are preparing an EIS to evaluate transportation
solutions for the Lake Interchange on I-794 in the city of Milwaukee,
Milwaukee County, Wisconsin. The EIS will be prepared in accordance
with the requirements of the National Environmental Policy Act (NEPA)
of 1969, as amended (42 U.S.C. 4321, et seq.), 23 U.S.C. 139, FHWA
regulations implementing NEPA (23 CFR 771), and applicable Federal,
State, and local laws and regulations.
FHWA and WisDOT are committed to public involvement for this study.
FHWA and WisDOT also request comments and suggestions on the
identification of any relevant information, studies, or analyses of any
kind concerning impacts to the quality of the human and natural
environment. All public comments received in response to this NOI will
be considered and potential revisions made to the information presented
herein as appropriate.
[[Page 56250]]
Preliminary Purpose and Need for the Proposed Action
The purpose of the project is to address deteriorating
infrastructure in a manner that improves safety and operations within
the study corridor, while also striving to enhance community
connectivity and compatibility with local plans and development. The
Study is driven by the following project needs:
Bridge conditions. There are 55 bridges throughout the
study corridor, 28 of the 35 original bridges constructed in the 1970s
and 1980s are continuous concrete bridges that are approaching the end
of their service life.
Substandard roadway design and geometric features. Several
areas of the existing facility do not meet current roadway design
standards including horizontal and vertical curvature, superelevation,
cross section (i.e. shoulder widths), horizontal sightline offsets, and
vertical clearances.
Safety conditions. Safety concerns along the study
corridor are related to substandard roadway design, confusing
intersection configurations, and occasional congestion during peak
periods and special events. The crash rate on the mainline in the study
corridor exceeds the four-lane freeway statewide average crash rate.
Traffic operations. Peak hour operations along the freeway
in 2050 are projected to operate at or above Level of Service (LOS) D,
meeting WisDOT acceptable criteria. Seven existing (2022) I-794 ramps/
surface street intersections have complex configurations resulting in
an unacceptable LOS E or F. By 2050, nine intersections are expected to
operate at LOS E or F.
System linkages. I-794 is part of the National Highway
System (NHS), the Strategic Highway Network (STRAHNET), and connects
directly to I-43 and I-94 at the Marquette Interchange. I-794 is part
of the National Highway Freight Network (NHFN) and serves as a WisDOT
Oversize-Overweight (OS/OW) truck route and a long truck route. I-794
also connects to Milwaukee's Intermodal Station with Amtrak and
Greyhound intercity bus services, the Lake Express Ferry terminal, and
General Mitchell International Airport.
Discontinuous bicycle and pedestrian accommodations. The
study corridor includes several gaps in the sidewalk and bicycle
network along local streets which increases opportunity for conflicts
between vehicles, bicyclists, and pedestrians.
Land use and community compatibility. The elevated I-794
creates a concrete canopy over the local street system and various land
use types adjacent to and under the freeway within Milwaukee's densely
developed downtown area. Opportunities to enhance existing uses in the
study area and opportunities for possible new development, activation
of spaces, improved bicycle/pedestrian accommodations, or additional
green or recreational spaces will be considered through alternative
development and evaluation.
Additional detail on the preliminary purpose and need is included
in the NOI's supplemental information documents. The purpose and need
may be revised based on consideration of public and agency comments
received during the comment period for this NOI and during the
development of the Draft EIS.
Preliminary Description of Alternatives the Environmental Impact
Statement Will Consider
FHWA and WisDOT are developing a range of alternatives for detailed
study in the Draft EIS. The No Build alternative and several build
alternatives will be considered. Capacity expansion is not anticipated.
The No Build alternative assumes no major rehabilitation
improvements to or replacement of the 28 bridges and other structures
nearing the end of their useful life would be undertaken. Only routine
maintenance and repairs would be completed to maintain the safety of
the traveling public. At some point, maintenance repairs would no
longer be cost effective, and the deteriorating structural conditions
could result in restrictions on vehicle weights or the closure of I-794
due to poor bridge conditions.
The Replace in Kind alternative would reconstruct the freeway and
all existing service ramps in generally the same configuration. The 28
bridges that are nearing the end of their service life would be
replaced. Some outdated design features would be addressed by the
alternative including improvements to shoulder widths, stopping sight
distances and superelevation. Substandard elements related to
horizontal and vertical curvature and vertical clearance would remain.
There may be potential for geometric improvements at select
intersections as well as bicycle and pedestrian improvements at spot
locations.
The Freeway Improvement alternative with left-hand ramps at
Jackson/Van Buren would reconstruct I-794 and the Lake Interchange as
an elevated four-lane freeway facility. The mainline would be
reconstructed along a slightly modified alignment to enhance safety by
improving substandard design features including shoulder widths,
horizontal curvature, stopping sight distances, superelevation, and
vertical clearance. The proposed alignment would shift the freeway
structures slightly south while maintaining a gap between the eastbound
and westbound mainlines.
Access to and from the west would be provided at Jackson Street and
Van Buren Street. These ramps would be placed on the inside of the
mainlines with left-hand service ramps similar to the current
configuration. Northbound and southbound freeway access would remain at
Lincoln Memorial Drive with new right-hand service ramp configurations
that are shifted south to a new intersection at an extended St. Paul
Avenue. The existing Broadway, Milwaukee Street, and two Lakefront
ramps would be eliminated under this alternative.
New surface street connections and modifications would be required
to accommodate the consolidation of freeway access within the Lake
Interchange. New street connections include a bidirectional Clybourn
Street from Plankinton Avenue to Lincoln Memorial Drive, a St. Paul
Avenue extension to Lincoln Memorial Drive, and a ``Cass Street''
extension from Clybourn Street to Harbor Drive. A new unnamed surface
street would connect the Jackson Street and Van Buren Street service
ramps with Lincoln Memorial Drive. The surface street network
improvements could provide new and improved pedestrian and bicycle
accommodations on the surface street network.
The proposed Freeway Improvement alternative with right-hand ramps
at Jackson/Van Buren would reconstruct I-794 and the Lake Interchange
as an elevated four-lane freeway facility. The freeway mainline would
be reconstructed along a slightly modified alignment to enhance safety
by improving substandard design features including shoulder widths,
horizontal curvature, stopping sight distances, superelevation, and
vertical clearance. The proposed alignment would shift the freeway
structures south and generally close the gap between the eastbound and
westbound mainlines.
Access to and from the west would be provided at Jackson Street and
Van Buren Street. These ramps would be placed on the outside of the
mainlines with service ramps on the right-hand side of the freeway.
Northbound and southbound access to I-794 would remain at Lincoln
Memorial Drive with right-hand service ramp configurations that are
shifted south to a new
[[Page 56251]]
intersection at St. Paul Avenue. The Broadway, Milwaukee Street, and
the two Lakefront ramps would be eliminated under this alternative. The
surface street network changes and the proposed bicycle and pedestrian
accommodations for this alternative would be the same as the Freeway
Improvement alternative with left-hand ramps at Jackson/Van Buren
described above.
The proposed Freeway Removal alternative would remove the elevated
I-794 between the Marquette Interchange and the Daniel W. Hoan Bridge.
The alternative would replace the existing I-794 bridges with a new
boulevard on Clybourn Street between 6th Street and Lincoln Memorial
Drive. The new infrastructure would no longer be a federal Interstate,
necessitating changes in roadway ownership, jurisdiction, and related
administrative policies. The Freeway Removal alternative would not
change the core function of the Marquette Interchange and would retain
the main span of the Daniel W. Hoan Bridge. The removal of I-794 is
expected to divert traffic to the remaining interstate system and
surface street network adjacent to the study corridor and throughout
Milwaukee County.
Regional freeway access would be on the west side of the study
corridor at the Marquette Interchange. Eastbound and westbound freeway
access would be from a new ramp connecting I-94 to Clybourn Street at
6th Street. Southbound and northbound freeway access would be from
reconfigured I-43 and I-43/94 ramps that connect mid-block at 2nd
Street. On the east side of the study corridor, reconfigured ramps from
the Daniel W. Hoan Bridge would connect to a newly created intersection
at Lincoln Memorial Drive near Buffalo Street.
The proposed Freeway Removal alternative would include new surface
street connections and roadway modifications to disperse traffic
throughout the surface street network. New connections include a
divided bidirectional Clybourn Street from 6th Street to Lincoln
Memorial Drive, a St. Paul Avenue extension to Lincoln Memorial Drive,
and a ``Cass Street'' extension from Clybourn Street to Harbor Drive. A
new moveable Clybourn Street bridge over the Milwaukee River would be
required to accommodate the new roadway cross section and to maintain
navigability on the river. The new ramp connection from I-94 would
require the expansion of the Clybourn and 6th Street intersection and
the closure of James Lovell Street at Clybourn Street. Vel R. Phillips
Avenue would be reconstructed to accommodate the relocation of the
sidetrack for The Hop Operations and Maintenance Facility. Second
Street and Plankinton Avenue would be reconstructed, and a connecting
road would be built between the two streets to facilitate freeway ramp
access to and from I-43 at the surface street network. This would
eliminate the 3rd Street connection between Clybourn Street and St.
Paul Avenue. The surface street network improvements could provide new
and improved pedestrian and bicycle accommodations on the surface
street network.
Alternatives may be revised based on the consideration of public
and agency comments. The range of reasonable alternatives will be
finalized after consideration of comments received during the comment
period on this notice and will be documented in the Draft EIS.
Summary of Expected Impacts
FHWA and WisDOT will seek input from the public and agencies during
the EIS development process regarding the impacts of the project. The
EIS will evaluate the reasonably foreseeable (beneficial or adverse)
social, economic, and environmental impacts resulting from the
implementation of the No Build, Replace in Kind, Freeway Improvement,
and Freeway Removal alternatives as well as avoidance and mitigation
measures for unavoidable adverse effects. WisDOT identified preliminary
impacts in the supporting information documents for the NOI.
The following key resources and issues have been identified for
evaluation in the EIS and supporting technical studies:
Right of Way Acquisitions and Relocations: The Study's
build alternatives are expected to acquire little to no new permanent
right of way. Therefore, no business, institutional, or residential
relocations are expected. Temporary construction easements may be
required under each build alternative. During the environmental review
phase, each alternative will be evaluated further for right of way
needs and/or potential surplus properties.
Community Resources: The No Build alternative could, over
time, negatively impact the neighborhoods, community facilities, and
residences adjacent to the study corridor as infrastructure would
continue to deteriorate and access to these resources could be impacted
if I-794 was closed due to poor bridge conditions.
The Replace in Kind alternative would not directly impact the
neighborhoods, community facilities, and residences adjacent to the
study corridor and it would retain existing freeway access and travel
routes to community resources. It would also retain the regional
freeway system connection to communities north and south of the study
corridor in Milwaukee County. This alternative would not address public
concerns related to the compatibility of I-794 infrastructure with
adjacent neighborhoods, or bicycle and pedestrian connectivity within
an improved surface street network.
The Freeway Improvement alternatives would improve community
connectivity between adjacent neighborhoods by expanding the surface
street grid and providing new pedestrian and bicycle accommodations.
Consolidated service ramps would provide convenient freeway access to
adjacent neighborhoods, community facilities, and residences. The
elimination of five-leg intersections would encourage slower speeds and
simplify interactions between vehicular and non-vehicular traffic. The
Freeway Improvement alternatives also maintain I-794 linkages to the
regional freeway system for downtown neighborhoods and Milwaukee County
communities to the south and north.
The Freeway Removal alternative would establish a visual connection
between downtown neighborhoods and improve neighborhood connectivity by
expanding the surface street network and providing new pedestrian and
bicycle accommodations. Freeway access would be consolidated at the
west side of the study corridor resulting in changes to travel routes
to and from neighborhoods, community facilities, and residences and
increased utilization of the street grid. An expanded street grid would
provide new route options for people to reach destinations, but travel
along signal-controlled streets may increase travel times for some
trips. The Freeway Removal alternative would not maintain the I-794
regional freeway system connection to communities to the south and
north in Milwaukee County and would result in greater use of I-43 and
other arterials from traffic diversion in Milwaukee County.
Business and Economic: The No Build alternative could,
over time, negatively impact businesses and business districts adjacent
to the study corridor by not maintaining infrastructure in a state of
good repair, impacting the movement of people and goods that rely on I-
794 for connectivity to the regional freeway system.
The Replace in Kind alternative would continue to provide existing
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levels of freeway access and connectivity for vehicles and trucks that
utilize the regional freeway system to access downtown, Port Milwaukee,
and the business areas in communities to the north and south in
Milwaukee County. However, this alternative would not provide
opportunities to improve connectivity between business districts in the
downtown area as no new streets and/or bicycle and pedestrian
accommodations would be provided. The continued presence of the I-794
infrastructure, similar to the existing configuration, would not expand
potential economic activity in the study corridor.
The Freeway Improvement alternatives would continue to facilitate
the movement of goods and people along I-794 to access downtown, Port
of Milwaukee, and business areas in Milwaukee County communities to the
south and north. The consolidated ramps would maintain freeway access
to adjacent businesses and business districts. Once off the freeway,
some routes to businesses may change slightly but new street
connections and bicycle and pedestrian accommodations would overall
improve connectivity to major employment areas in downtown, businesses
in the Historic Third Ward, and the many tourist and entertainment
destinations in the area. The potential surplus property associated
with these alternatives could create opportunities for additional
economic activity in the study corridor.
The Freeway Removal alternative would not maintain interstate
designation through the corridor. This could impact the movement of
goods and people along this corridor and vehicles and trucks utilizing
the regional freeway system to access downtown, Port Milwaukee, and
business areas in Milwaukee County communities to the south and north.
The Freeway Removal alternative would change freeway access for
businesses and business districts in the area and may increase travel
times for some trips in the downtown area. Since there would be no
fixed bridge route over the Milwaukee River, travel times to
destinations and special events in the downtown and Lakefront areas
could be impacted when the movable bridges are operating.
The Freeway Removal alternative could improve connectivity between
business districts in downtown and the Historic Third Ward by expanding
the surface street grid and providing improved bicycle and pedestrian
accommodations. Eliminating the elevated freeway infrastructure to the
east of the river could provide the most potential surplus property
which could create opportunities for additional economic activity in
the study corridor.
Land Use: The No Build and Replace in Kind alternatives
would retain the existing 2.7-acre vacant state-owned parcel in the
southwest quadrant of the Lincoln Memorial Drive and Clybourn Street
intersection for possible future development. No new surplus property
would become available.
The Freeway Improvement alternatives would reduce the footprint of
the freeway and may result in surplus property that is no longer needed
for highway-related transportation purposes, creating opportunities for
potential new development. The Freeway Improvement alternatives may
provide up to 6 or 7 acres of surplus property that meets minimum
development standards. Acres are subject to change.
The Freeway Removal alternative would remove much of the elevated
freeway infrastructure in the study corridor which may result in
surplus property that is no longer needed for highway-related
transportation purposes, creating opportunities for potential new
development. The Freeway Removal alternative may provide up to 16 acres
of surplus property that meets minimum development standards. Acres are
subject to change.
Section 106: In accordance with Section 106 of the
National Historic Preservation Act (NHPA) and NEPA, effects to historic
properties will be evaluated in consultation with the Wisconsin State
Historic Preservation Officer (SHPO), Native American Tribes, and other
consulting parties for all build alternatives. Historic sites within
and near the study corridor include two historic districts, the
Historic Third Ward District and the East Side Commercial Historic
District, and four properties listed on the National Register of
Historic Places: the John Pritzlaff Hardware Co., Wisconsin Leather
Co., Public Service Building, and the Gimbels Parking Pavilion. A
review of archaeological literature confirmed the study area has been
previously disturbed and nine previously identified sites are within
the study area. Other potential resources may be present within and in
the vicinity of the study corridor, but not yet inventoried in the
databases.
Section 4(f) Properties: The build alternatives may affect
publicly owned parks and recreational areas, and public and private
historical sites listed or eligible for listing on the National
Register of Historic Places that are subject to protection under
Section 4(f) of the Department of Transportation Act of 1966 (Section
4(f)). Section 4(f) protected public parks and recreational areas
within and near the study corridor include the Milwaukee Riverwalk,
Hank Aaron State Trail, and Oak Leaf Trail. Historic sites within and
near the study corridor include two historic districts and four
historic properties (named above). Potential uses of Section 4(f)
properties will be evaluated, avoided, or minimized during development
of the EIS and the Section 4(f) evaluation.
Waterways: The build alternatives may result in the
construction of a new bridge, the reconstruction or modification of an
existing bridge, construction of a temporary bridge, or no changes to
existing bridges across navigable waters of the U.S. under the
jurisdiction of the U.S. Coast Guard. The Freeway Improvement
alternative with right-hand ramps at Jackson/Van Buren may require
reconstruction of the westbound I-794 bridge over the Milwaukee River.
The Freeway Removal alternative may require removal of I-794 bridges
over the Milwaukee River and reconstruction and widening of the
moveable Clybourn Street bridge over the Milwaukee River. If the I-794
bridges over the Milwaukee River are removed, the steam facility
infrastructure at the Milwaukee River may need to be reconstructed or
relocated. Construction of bridges and facilities over the river must
meet navigational clearance requirements as the Milwaukee River is a
commercially navigable Water of the U.S.
Floodplains: The Freeway Improvement alternative with
right-hand ramps at Jackson/Van Buren and Freeway Removal alternative
could impact bridges over the Milwaukee River. Proposed bridge work may
alter bridge abutments and/or piers in the Milwaukee River, which may
impact the floodway. Measures to avoid, minimize, and mitigate flood
risks to the floodplain will be taken.
Threatened and Endangered Species: Federal- and state-
listed species may occur in the study corridor. FHWA and WisDOT will
determine effects through alternatives refinement, United States Fish
and Wildlife (USFWS) Section 7 consultation, and coordination with the
WDNR under the WisDOT/WDNR Cooperative Agreement.
Noise: Noise sensitive receptors, including residences,
parks, schools, and churches are present throughout the study corridor.
FHWA and WisDOT will identify impacts during the development of the
EIS.
Construction: The build alternatives would have temporary
construction
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impacts related to public safety, construction noise and dust, and
inconveniences related to traffic detours and congestion during
construction.
Supplemental information on the purpose and need statement,
alternatives, and potential project environmental impacts is provided
within the NOI supporting information documents available for review in
the docket established for this Study and on the study website as noted
in the ADDRESSES section. FHWA and WisDOT are inviting public input
during the NOI comment period. The identification of impacts for
analysis in the Draft EIS may be revised due to the consideration of
public comments.
Anticipated Permits and Other Authorizations
Permits and authorizations anticipated for the project include a
Section 401 water quality certification and a Section 404 permit under
the Clean Water Act (33 U.S.C. 1344). Section 9 and Section 10 permits
under the Rivers and Harbors Act are also anticipated. FHWA and WisDOT
will prepare evaluations under Section 4(f) of the USDOT Act of 1966
(23 U.S.C. 138 and 49 U.S.C. 303) and Section 6(f) of the Land and
Water Conservation Fund Act of 1965 (54 U.S.C. 200302), perform
consultation under Section 106 of the National Historic Preservation
Act of 1966 (54 U.S.C. 300101-307108) concurrently with the NEPA
environmental review process, and will consult with USFWS in accordance
with Section 7 of the Endangered Species Act of 1973 (16 U.S.C. 1531 et
seq.). FHWA and WisDOT will also work with Cooperating Agencies and
Participating Agencies to determine if additional permits or
authorizations are required under these or other authorities.
Schedule for the Decision-Making Process
After this NOI is issued, WisDOT will coordinate with the
Cooperating and Participating Agencies to develop study documentation
and the Draft EIS. The Draft EIS is anticipated to be issued in October
2026. The combined Final EIS and Record of Decision is anticipated to
be issued in May 2027. Per 23 U.S.C. 139(d)(10), permits and
authorizations should be completed by no later than 90 days after the
issuance of the Record of Decision. However, for this project WisDOT
has requested in accordance with 23 U.S.C. 139(d)(10)(C)(ii) that the
404 permit and 401 water quality certification follow a different
timeline because the construction date is not expected until 2030 or
later.
Description of Agency and Public Review and Scoping Process
Prior to the initiation of the EIS, WisDOT hosted a series of
public meetings for the Study. The first public meetings were held on
August 1 and 2, 2023, to provide an opportunity for the public to learn
about the I-794 study process, draft purpose and need, and preliminary
design concepts. A subsequent public meeting on May 29, 2025, presented
the four build alternatives described above. WisDOT held the last
public meetings prior to the initiation of the EIS on November 4 and 5,
2025, to present preliminary evaluation criteria and traffic analysis
results to the public. FHWA and WisDOT hosted an early agency
introductory meeting with potential Cooperating and Participating
Agencies on August 21, 2025, to brief agencies on the anticipated NEPA
milestone schedule, the Study's purpose and need, and alternatives
anticipated to be evaluated during the NEPA process. The public and
agency scoping process is continuing with the publication of this NOI.
Meetings with the public and Cooperating and Participating Agencies
will be held throughout the environmental review process. The draft
Coordination Plan for Agency and Public Involvement included within the
supporting information documents for the NOI describes how the public
and agencies will continue to be engaged during EIS development. The
Draft EIS will be available for public and agency review and comment
prior to the Public Hearing.
Request for Comments on the Identification of Potential Alternatives,
Information, and Analyses Relevant to the Proposed Action
The supporting information documents for the NOI include the
preliminary purpose and need statement, preliminary range of
alternatives, draft Impact Analysis Methodology Report, and the draft
Coordination Plan for Agency and Public Involvement, including the NEPA
milestones and permit schedules. With this notice, FHWA and WisDOT
request and encourage State, tribal, and local agencies, and the public
to review the NOI and the supporting information and submit comments on
any aspect of the Study. Specifically, agencies and the public are
asked to identify and submit potential alternatives for consideration
and any information, such as anticipated significant issues or
environmental impacts and analyses relevant to the proposed study for
consideration by the Lead, Cooperating, and Participating Agencies in
developing the Draft EIS. Any information presented herein, including
the purpose and need, alternatives, and anticipated impacts may be
revised after consideration of the comments. Comments may be submitted
according to the instructions in the ADDRESSES section of this notice.
Comments must be received by January 5, 2026.
Any questions concerning this proposed action, including comments
relevant to alternatives, information, and analyses, should be directed
to FHWA or WisDOT at the physical addresses, email addresses, or phone
numbers provided in the FOR FURTHER INFORMATION CONTACT section of this
notice.
Authority: 42 U.S.C. 4321 et seq.; 23 U.S.C. 139; 23 CFR part 771.
Linda Swann,
Acting Division Administrator, FHWA Wisconsin Division, Madison,
Wisconsin.
[FR Doc. 2025-22012 Filed 12-4-25; 8:45 am]
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